In the automotive world, there are only a couple of cars that the general
motoring public instantly recognizes. First and foremost would be the VW
Beetle. Who wouldn't know one of these cars as it was produced from the
late thirties and into the seventies. The Edsel comes to mind with the
distinctive "horse-collar" front end appearance. Most improtantly, another
is the 1968 thru 1982 Corvette.

Partly because of the length of production, but mostly because of the
distinct styling, these cars wouldn't be confused with any other car in
the parking lot.

The 1968 Corvette began a generation long run of cars which began life as
terrors on the street and ended a relatively docile rein. The new car was
all-new on the outside and inside, but the underlying chassis had roots
to the stellar 1963 edition.

The exterior was the most stylistic creation yet, inspired
by the Mako Shark II show car, much as the Stingray Racer
had influenced it's predecessor. The front and rear fenders
were peaked, lending a race car look to the exterior. You
sat low in a '68, peeking up over the fenders as you looked
down the low, low hood. Headlamps popped up out of the
silhouette, like four menacing eyeballs piercing through
the darkness. While stylish when retracted, the headlamps
were placed high enough to provide great lighting when
opened. A thin chrome front bumper encircled the front of
the car, offering more protection than the split arrangement
of the C2 cars. The front parking lamps had a classy look all
their own, with frosted lenses and amber bulbs.

The side gills were much less aquatic looking than the
outgoing '67, and they continued to allow hot air to escape
their underhood home. The C3 introduced a "coke bottle"
or "wasp waisted" style, with both the front fenders and rear
quarter panels being more bolbulous than the doors. The doors
are the subject of great debate as to open them, one had to
squeeze the upper exterior latch while pushing the lock button
(as on most conventional cars) at the same time. A novel approach
to be different, but most unnecessary. There were three hoods
offered, the basic flat hood for 327 equipped models, the
"big block" hood for the 390, 400, and 435hp variations of
the 427 ci engines, which had a domed shape and a pair of false
radiator vents, and then there was a third hood, one with a
higher bulge, but his was limited to the 116 L-88 (claimed at
430hp) Corvettes.

The split rear bumper was carried over from the C2, however
other than the four tail lamp arrangement, that was the only
similarity. The glassed rear boat tail look was replaced with
a flying buttress with it's deeply set rear window. At the
extreme rear, a semi "kamm" tail lowered drag and was topped
by an subtle integrated rear spoiler. The fuel filler cap
still rested on top of the rear bodywork, however it was much
less stylized than the C2s.

A great new feature on coupes was the removable roof panels,
more commonly referred to as "T-tops". The new roof panels when
combined with the removable rear window, allowed owners to
experience a near convertible ambience while retaining the
security of a coupe. When removed, the panels were stored in
bags to keep them from rattling into one another when occupying
the cargo area. Unlike the C2 cars, the cargo area in the coupes
was barely roomier than the convertibles.

Upon opening the doors, Corvette owners were treated to
a highly exotic interior. The seats were now narrow buckets,
again available with optional head restraints. Vinyl coverings
were standard with leather being offered for a mere $79.00.
2,429 buyers opted for the leather option. Ahead of the
driver was a deep set speedometer and tachometer, with the
ammeter, temperature, fuel, and oil pressure gages being
placed in the central part of the instrument panel. The
climate controls were more conventional and placed in the
forward part of a busier center console. The shifter was changed
markedly, as it now rested at about a 40-degree angle when in
first or third (or park on automatics), while being at almost
90-degrees in 2nd/4th (drive). A high tech feature added to the
console was the lighting monitor where fiber optic cables
transmitted light from head, tail, and brake lamps, to keep the
driver informed as to the status of these systems.

Powerteams for '68 were similar to 1967's with a 300hp
327 being standard, with engine options being a 350hp version of
the 327, and 390, 400, 430, and 435hp versions of the big block
427 available at extra cost. The 400 and 435hp variations were
equipped with three two-barrel carburetors, dubbed tri-power.
The 390hp and the 430hp versions were different as night and
day despite having a common four-barrel arrangement (but not
common carbs). The 390 could be considered a docile engine,
while the 430 horsepower engine was a race engine in a street
car. Dubbed L88, this engine was underrated in horsepower and
was not really streetable, The low horsepower rating and lack
of creature comforts did what Chevy intended; kept only but the
real diehards from ordering the package. How many? How about
116 cars.

The 1968 Corvettes rolled on F70-15 nylon bias belted tires
and were mounted on a seven inch wide, fifteen inch diameter
steel wheel. Blackwall tires were standard, however Red or White
thin stripe tires were optional for another $31.30. A finned
wheel cover (RPO P01) was optional. When equipped with the 327
ci V8, a link type stabilzer bar of .750" (3/4") was included
and was upsized to .9375" (15/16") if the 427 engine was ordered.
Additional, a rear stabiler bar of .5625" (9/16") was included
with the 427. Shock absorbers had a piston diameter of one inch.

A slew of gear ratios were available depending on the engine
option, transmission, and optional equipment. They were a 2.73,
3.08, 3.36, 3.55. 3.70. and 4.11. Depending on engine applications,
one of four transmissions were offered. A three speed manual was
standard equipment and had a cast iron case and a 2.54:1 first
gear ratio. The three speed was available with the base 300hp
327 ci V8. The M20 four speed brought an aluminum case and a
2.52:1 first gear ratio. This transmission was offered with all
powertram combinations except the L71 435hp or L88 430hp 427 ci
V8s. A close ratio M21 transmission with a 2.20:1 first gear
ratio was available with all engine except the 300hp base engine.
A 10.34" clutch joined the engine and transmission on 327s while
the 427s came with an 11" unit. A modern three speed automatic
transmission was finally offered in Corvette and was offered
with all engine combinations except the 350hp version of the
327 cu in engine or the 435hp 427 cu in.

When the 1968 production run ended, 28,566 Corvettes left the
St. Louis factory. Of the model run, 9,936 t-top coupes were built
and 18,630 were convertibles. This marked the end of an era, where
more converibles than coupes were built, as from 1969 onward, the
ratio would be reversed. 1968 was a milestone year for Corvette, as
this would be the longest running generation of all Corvettes,
with fifteen model years being built as C3's.